Arresting systems and methods

ABSTRACT

Systems and methods for arresting vehicles or other moving objects are detailed. The systems may be bi-directional, so as to arrest vehicles on either side of a barrier. They additionally may be reset for reuse relatively rapidly following deployment.

CROSS REFERENCE TO RELATED APPLICATION

This application is a continuation application of U.S. Ser. No.11/393,269 filed on Mar. 30, 2006 entitled “Arresting Systems andMethods,” now allowed, the contents of which are incorporated herein byreference.

FIELD OF THE INVENTION

This invention relates to systems and methods for impeding movement ofmoving objects and more particularly, although not necessarilyexclusively, to bidirectional, reusable systems and methods forarresting travel of ground-based vehicles.

BACKGROUND OF THE INVENTION

U.S. Pat. No. 6,843,613 to Gelfand, et al. discloses an energy absorbingsystem forming part of an automobile barrier for placement preferably ata railroad crossing. The system includes a net stored in a pit spanninga roadway and parallel to railroad tracks. The net may be raised as anautomobile approaches along the roadway in a particular traveldirection; should the automobile not stop timely it will collide withthe net, causing the automobile to cease travel prior to reaching thetracks.

The system of the Gelfand patent also contemplates placing a secondautomobile barrier opposite the railroad tracks from the first barrier.Such a two-barrier system is depicted especially in FIGS. 1A-1B of theGelfand patent, with one net impeding automobile travel in a firstdirection along the roadway and the other net impeding travel in thedirection opposite the first direction. In this sense each barrier ofthe Gelfand patent is only unidirectional, as the structure used toabsorb energy functions only when the net is displaced toward therailroad tracks.

U.S. Pat. No. 6,779,756 to Lopez, owned commonly with this application,describes other systems for arresting aircraft or other vehicles.Designed typically for above-ground installation, these systems includedual arresting tapes provided on spools with brake assemblies positionedwithin hubs of the spools. The arresting tapes are designed forconnection to a cable crossing a runway (or other travel area), with thecable being engaged typically by a tail hook associated with the vehicleto be arrested. For purposes of this application, the entire contents ofboth the Lopez and Gelfand patents are incorporated herein by thisreference.

SUMMARY OF THE INVENTION

The present invention provides alternate systems and methods forarresting, or otherwise impeding, movement of objects such as vehicles.Systems of the invention may be bi-directional in operation and may bereset for reuse relatively rapidly after having been deployed. Suchsystems additionally may use some or substantially all of availablestopping space when deployed, potentially reducing likelihood of injuryto occupants of arrested vehicles.

Present systems preferably use a net as a barrier to travel. Theyadditionally may include brake-in-spool assemblies and arresting tapessimilar to those of the commonly-owned Lopez patent. In one version ofthe invention, retractable stanchions raise and lower the net from alaterally-slotted beam embedded in a roadway (or similar) surface. Whenundeployed, therefore, the net is typically positioned below grade.However, in another version of the invention the net rests above groundand is lowered from its resting position when deployed. In eitherversion, sheave rollers may be included to permit bi-directional use ofthe systems.

Thus, at least some embodiments of the invention may comprise a pair ofenergy absorbers, in the form of brake assemblies, positioned atopposite sides of a roadway, runway, or other to-be-traveled surface.The assemblies may include tape reels, with associated tapes indirectlyconnected to each end of a net via a tape connector. Cooperatingstanchions at each end of the net operate to raise or lower the net asneeded, and sheave rollers through which the tapes pass rotate suitablyto impede motion of the object engaging the net.

It thus is an optional, non-exclusive object of the present invention toprovide systems and methods of absorbing energy so as to slow a movingobject.

It is also an optional, non-exclusive object of the present invention toprovide systems and methods of impeding movement of a vehicle or otherobject occupied by humans.

It is an additional optional, non-exclusive object of the presentinvention to provide systems of arresting vehicles, which systems mayoperate regardless of direction of travel of the vehicles alongroadways.

It is another optional, non-exclusive object of the present invention toprovide systems of arresting vehicles, which systems may be reset andreused.

It is a further optional, non-exclusive object of the present inventionto provide systems and methods of arresting vehicles employing nets thatmay be either raised or lowered for deployment.

It is, moreover, an optional, non-exclusive object of the presentinvention to provide systems and methods of arresting vehicles utilizingfriction brakes in connection with the nets.

Other objects, features, and advantages of the present invention will beapparent to those skilled in the relevant art with reference to theremaining text and drawings of this application.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a cut-away, partial schematic view of an in-ground version ofa system of the present invention.

FIGS. 2A-B are another view of the system of FIG. 1 with selectedcomponents enlarged, with FIG. 2A depicting the system as deployed andFIG. 2B detailing the undeployed system.

FIGS. 3A-B are views of an above-ground version of a system of thepresent invention, with FIG. 3A illustrating the system prior todeployment and FIG. 3B illustrating the deployed system.

FIG. 4 is a plan view of a net useful as part of the systems of FIGS.1-3B.

DETAILED DESCRIPTION

Depicted in FIGS. 1 and 2A-B is exemplary system 10 of the presentinvention. System 10 is denoted “in-ground” because many of itscomponents are below grade (at least prior to deployment). Those skilledin the relevant field will recognize that not all components of system10 need necessarily be below grade prior to deployment, so system 10 maybe constructed differently than as shown in FIGS. 1 and 2A-C.

Nevertheless, system 10 preferably includes module 14, whichbeneficially may be a pre-cast block or beam of concrete. Module 14typically will be elongated, with a length greater than the width of theroadway, runway, or other travel surface with which it is deployed. Whenpositioned across such travel surface, therefore, module 14 will spanits width.

Module 14 additionally is designed to be embedded in the travel surfacewith its upper surface 18 flush therewith. Upper surface 18 itself thusmay form part of the travel surface. Accordingly, module 10 should be ofsufficient strength to bear loads consistent with vehicular traffic towhich it will be exposed.

Preferably included within module 14 is a longitudinally-extending slot22 that likewise spans the width of the travel surface with which it isdeployed. Positioned within slot 22 may be an arrestor assembly 26comprising, among other items, net 30. Net 30 may be made of natural orsynthetic fabric (or both) or of any other material capable ofwithstanding contact with a moving vehicle while tensioned consistentwith the invention.

FIG. 4 depicts an exemplary configuration of net 30, with three spaced,generally-horizontal beams 34, a selected number of spaced,generally-vertical beams 38 as required for the width of the travelsurface, and triangular sections 42 forming ends 46 and 50. Preferredversions of net 30 are made of synthetic fiber. However, those skilledin the art will understand that net 30 may be constructed other than asdepicted and described herein.

Also included as part of arrestor assembly 26 may be stanchions 54. Eachof a pair of stanchions 54 may be positioned adjacent an end 46 or 50 ofnet 30. Stanchions 54 function to raise net 30 out of slot 22 (i.e.above the travel surface) for deployment as shown in FIGS. 1 and 2A.They also serve to lower net 30 into slot 22 (i.e. below the travelsurface) when not in use—as shown in FIG. 2B.

Preferred versions of stanchions 54 are electrically operated usingmotors 58. Stanchions 54 may be operated manually or otherwise asdesired, however. In areas subject to low temperatures, heaters may beincluded as part of arrestor assembly 26 so as to facilitate operationof motors 58 and corresponding stanchions 54.

FIGS. 1 and 2A-B illustrate additional components of system 10. Suchcomponents may include brake assemblies 62, tape connectors 66, andsheave rollers 70, all of which preferably are (but need not necessarilybe) located above grade. Advantageously one brake assembly 62, connector66, and sheave roller 70 is associated with each end 46 and 50 of net 30so that two of each component are included within system 10.Conceivably, however, more than two of each component may be employed ifappropriate to do so.

Incorporated into each brake assembly 62 may be (at least one) reel 74containing (at least one) tape 78. Reels 74 normally are orientedgenerally horizontally, so that they rotate about generallyvertically-oriented axes. Assembly 62 may be constructed and operategenerally as detailed in the Lopez patent: When a vehicle contacts anddeforms deployed net 30, each tape 78 may unwind from its reel 74 whilea brake within assembly 62 exerts force on the reel 74. Tapes 78 thushelp absorb energy caused by the vehicle dynamically loading net 30.Although tapes 78 may unspool to any extent necessary to effect thepurposes of system 10, applicants believe lower-weight passengerautomobiles frequently may be stopped within approximately thirty-fivefeet of run-out of each tape 78 and heavy passenger vehicles stoppedwith as little as one hundred feet of run-out of tapes 78. Brakeassemblies 62 alternatively may be rotary hydraulic brakes such as thoseprovided by Engineered Arresting Systems Corporation of Aston, Pa.under, e.g., the name “Water Twister.”

Tapes 78 connect to respective ends 46 and 50 of net 30 via connectors66 and sheave rollers 70. Threading tape 78 through sheave rollers 70permits it to bear against (and therefore cause to rotate) either roller82A or roller 82B, depending on the direction the to-be-arrested vehicleis moving relative to net 30. Connections preferably occur at loops 84Aand 84A at respective ends 46 and 50, with cable, rope, or similarmaterial 83 connecting the loops 84A and 84B to tape connectors 66. Suchmaterial 83 may be separate from beams 34 or a continuation of one ormore of such beams 34.

Slot 22 preferably is approximately two inches wide, while tape 78preferably is six inches wide and made of nylon or polyester. Again,however, neither width is critical. Instead, either or both of slot 22and tape 78 may have different measurements if desired, and tape 78 maybe made of other materials.

Optionally included as part of system 10 may be shear links designed toconnect beams 34 to stanchions 54 and maintain the beams 34 underadditional tension. These links may release under the stress of vehicleengagement, in which event their replacement would be required beforesystem 10 is reused. Tapes 78 further are designed to be rewindable ontoreels 74 post-use, so that system 10 may be reused without replacementof the tapes 78. Finally, a cover may be employed over slot 22 to reduceforeign objects from entering the slot 22, as long as the cover does notimpede deployment of net 30.

FIGS. 3A-B illustrate an alternative system 10′ of the presentinvention. Components of system 10′ are located above grade, so that thesystem 10′ may be denoted an “above-ground” version of the invention.Rather than including slot 22 in which net 30 rests between deployments,system 10′ includes superstructure or frame 86 extending above grade.Frame 86 includes opposed legs 90 to either side of travel surface T andbetween which net 30 extends. Net 30 normally is retracted at the top 94of frame 86, well above the travel surface as shown in FIG. 3A. Fordeployment, net 30 may travel down legs 90 so as to be adjacent travelsurface T (as illustrated in FIG. 3B). Preferably tapes 78 do notconnect to net 30 until the net 30 is positioned as shown in FIG. 3B,likely requiring use of quick-connect/disconnect fasteners as part ofsystem 10′.

Sensors associated with the travel surface may provide signals actuatingeither system 10 or system 10′. Should sensors for system 10 indicatethat a travelling object should be arrested, system 10 would activate,with motors 58 causing stanchions 54 to expand. Such expansion ofstanchions 54 in turn raises net 30 above the travel surface, therebyplacing net 30 in the path of the to-be-arrested object. In certainembodiments of the invention the act of raising net 30 requires only twoto three seconds, although faster or slower rise times may occur asappropriate. Further, net 30 need not be fully raised to function as anarrestor, as raising only a portion of net 30 above grade may besufficient to arrest some vehicles and other objects.

Activation of system 10′ is generally similar. If associated sensorsindicate need to arrest an object traveling toward system 10′, net 30 islowered along legs 90 into position adjacent travel surface T andconnected to tapes 78. These actions preferably require only three tofive seconds, although again shorter or longer lowering times may occur.

The foregoing is provided for purposes of illustrating, explaining, anddescribing embodiments of the present invention. Modifications andadaptations to these embodiments will be apparent to those skilled inthe art and may be made without departing from the scope or spirit ofthe invention.

1. A system for impeding movement of an object travelling in a pathalong a travel surface in either a first direction or a second directionopposite the first direction, the system comprising: a. a barrier havingat least a portion positioned sufficiently above the travel surface soas not to intersect the path, the barrier being deformable in both ofthe first and second directions; b. means for repositioning the barrierso as to intersect the path; and c. means for controlling deformation ofthe barrier following its contact with the object.
 2. A system accordingto claim 1 in which the barrier comprises a net.
 3. A system accordingto claim 2 in which the deformation control means comprises: a. at leastone spooled tape connected directly or indirectly to the net; and b.means for impeding unspooling of the tape following its contact with theobject.
 4. A system according to claim 3 in which the means for impedingunspooling of the tape comprises a friction brake.
 5. A system accordingto claim 4 in which the net comprises a plurality of horizontal membersand a plurality of vertical members perpendicular to the horizontalmembers.
 6. A system according to claim 3 in which the deformationcontrol means further comprises sheave rollers through which the tapepasses.
 7. A system according to claim 4 in which (i) the deformationcontrol means further comprises a reel acted upon by the friction brakeand (ii) the tape may be rewound onto the reel, and the net may bereturned to a position not intersecting the path for reuse after contactwith the object.
 8. A system according to claim 7 in which the object isa vehicle containing at least one human occupant and the travel surfaceis a roadway.
 9. (canceled)
 10. (canceled)
 11. A system according toclaim 1 in which the repositioning means comprises a superstructure, atleast a portion of which superstructure is positioned sufficiently abovethe travel surface so as not to intersect the path.
 12. A method ofimpeding movement of an object travelling in a path along a travelsurface in either a first direction or a second direction opposite thefirst direction, the system comprising: a. providing a barrier having atleast a portion positioned sufficiently above the travel surface so asnot to intersect the path, the barrier being deformable in both of thefirst and second directions; b. repositioning the barrier so as tointersect the path; and c. controlling deformation of the barrierfollowing its contact with the object.
 13. A system according to claim 1in which the deformation control means comprises a rotary hydraulicbrake.